Fluid-pressure brake.



PATENTED JAN. 29, 1907.

W. H. SAUVTAGE. FLUID PRESSURE BRAKE.

APPLIUATION FILED MAY 25, 1906.

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WILLIAM HENRY SAUVAGE, OF NEW YORK, N. Y., ASSIGNOR TO SAUYAGE SAFETYBRAKE COMPANY, CORPORATION OF NEW JERSEY.

FLUID-PRESSURE BRAKE.

Specification of Letters Patent. v

Patented Jan. 29, 1907.

Application filed May 25,1906. Serial No: 318,655.

To ctZl 1.0700721 it vim/y concern:

Be it known that I, l/VILLIAM HENRY SAU- VAGE, a citizen of the UnitedStates of America, and a resident of the borough of Manhattan, city,county, and State of New York, have invented certain new and usefulImprovements in Fluid-Pressure Brakes, of which the following is aspecification.

My invention relates generally to fluidpressure brake systems, and morespecific ally comprises an apparatus whereby a second or auxiliarycylinder may operate its piston to reinforce or increase thebrake-pressure after the main cylinder has operated its piston to takeup the slack and set the brakeshoes against the wheels with an initialpressure of less degree. Heretofore it has been proposed to accomplishthis result by means of an arrangement comprising two cylinders andtheir respective pistons and piston-rods and a clutch, one member ofwhich is carried by the brake-rigging and the other operated.

by the piston of the auxiliary or second cylinder; but this arrangementI find objectionable for the reason, among others, that the clutchmembers thus carried by the moving parts are liable to get out ofadjustment and that the necessity of attaching such clutches tothepiston-rod interferes with the use of the standard brake equipment ofcylinder, piston, and piston-rods, which are now in use on so manyhundreds of thousands of cars.

My invention avoids these difficulties, and an apparatus embodying thebest form thereof at present known to me is illustrated in theaccompanying sheet of drawings, in which Figure 1 is a planview of thecylinders and their connections with a portion of the brakeriggingsufficient to illustrate my invention, parts being broken away. Figs. 2and 3 show modifications.

Throughout the drawings like referencefigures indicate like parts.

1 is the ordinary brake-cylinder, and 3 the pipe connecting the same tothe auxiliary reservoir. (Not shown.) The cylinder 1 of course has apiston 6, which by means of its piston-rod 7, lever 8, tie-rod 10, andbrakerod 11 transmits the force of the compressed air admitted tothecylinder 1 to the brakeshoe systems. (Not shown.)

13 is the second or auxiliary cylinder connected to the main cylinder bythe pipe 14 and provided with a cut-out cock 15. This pipe connects tothe interior of cylinder 1 by a port in the side of said cylinder, whichis located at any perdetermined distance say five and one-half inchesfrom the cylinderheadso that said port is uncdvered and communication tothe cylinder 13 opened .up only when piston 6 in cylinder 1 has traveledsuch predetermined distance.

In the auxiliary cylinder 13 is the usual piston 13 piston-rod 13pivoted to the ordinary form of brake-lever 16, which is connected bylink 17 to the piston-rod 7 of the first cylinder or to the brake-lever8. The other end of said brake-lever 16 is pivoted to the rod 18, whichpasses through the friction-clutch 19. This friction-clutch consists ofthe well-known form comprising a'swinging dog 19, pivoted at 19 andperforated to permit the passage of the rod 18 freely when the dog 19 isin such position that the axis of its perforation is parallel to theaxis of the rod 18 but which pinches said rod 18 and prevents it slidingthrough the perforation as soon as the dog 19 is swung to one side orthe other. The pivot 19 is set in the dished plate 9, which is fastenedto the under side of the car-body in any convenient manner, as p bybolts passing through bolt-holes 12 12. This affords a fixed base forthe clutch. is a stop, 21 21 are guides for the rod 18, and 22 is aspring normally tending to force the dog 19 around so that it willprevent the rod 18 from moving toward the cylinders. 23 is a slottedhead for the rod 18, with which a pin on the lever 16 engages so as toallow the lever to are without bending the rod 18. A rod 24, connectedto the second piston-rod, asses through a perforation in the other endof the clutch-dog 19 and has an adjustable stop 25 on its end. I

In the modification shown in Fig.2 the plate 9 is loosely mounted on thepivot-pin 1 9 so that it may swing with the rod 18 without modifying therelative positions of said rod and the clutch-dog: This dispenses withthe necessity of the slotted head 23.

In the modification shown in Fig. 3 the nut or washer 26. Its upper endis engaged by the rod 27, to the other end of which is connected thechain 28. The spring 22 performs the same function as spring 22 in theother forms of my invention.

Such being the construction the mode of operation of my invention is asfollows: The parts being normally in the position shown in full lines inFig. 1 on the admission of compressed air to the cylinder 1 its piston 6is forced outward and the lever 16 is thrown into the position shown inbroken lines, the rod 18 running freely through the perforation in theclutch-dog 19. As soon as the connection to cylinder 13 is opened upcompressed air passes over to said second cylin der 13, piston 13 beginsto move out and tends to swing the lever 16 in the opposite direction.This tends to withdraw rod 18 toward the cylinders through clutch-dog19, which immediately grips the same and affords a rigid fulcrum for thelever 16. The power applied through the piston-rod 13 of the auxiliarycylinder causes said lever to turn on this fulcrum and pull out thepiston rod 7 of the main cylinder still farther, thus applying a triplepressure to the brake-rods and brake-shoes. When the engineer releaseshis brakes, the second piston 13 first moves in until it has nearlyreached the cylinder-head. At that moment the stop 25 on the rod 24,which has moved idly through the perforation in the tail end of theclutch-dog heretofore, brings up against the tail of said clutch-dog andtrips the clutch, releasing the rod 18, so that the piston in the firstor main cylinder may also run home and release the brakes. The operationis identically the same in the construction shown in Fig. 2, except thatthe whole clutch mechanism swings upon the pivot 19 and no looseconnection between the lever 16 and the rod 18 is required. The sameoperation takes place in the construction shown in Fig. 3, except thatduring the outward travel of the piston in the second cylinder the chain28 is slackened and on the return home of the second piston said chainis tightened and compresses the spring 22, trips the clutch, andreleases the rod 18.

In setting up the apparatus of course the stop 25 or its equivalentwould be adjusted atthe point which would ust trip the clutch as thesecond piston went home, and thereafter the automatic operation of theapparatus would take care of itself.

The advantages of my invention comprise the added braking power andeconomy in the use of compressed air resulting, the convenience ofattachment to present systems, which results from the fact that nomodification of the standard form of brake-cylinder and piston-rod andbrake-levers is required, and the ease of attachment, certainty ofaction, and non-liability to get out of order of the clutch mechanism,which results from making the same self-contained and attached to thecar-body instead of to moving parts of the brake system.

It is evident, of course, that various changes could be made in thedetails of construction shown without departing from the spirit andscope of my invention. Other arrangements of brake-levers andconnecting-links might be substituted for these shown. Different formsof friction clutches or latches might be employed, and the releasingmechanism might be operated by other agencies. These variations in form,however, I should still consider within the boundaries of my in vention.

Having, there fore, described my invention, I claim 1. In afluid-pressure brake system, the combination with the mainbrake-cylinder, its piston and piston-rod, brake-riggingand triplevalve, of a second auxiliary cylinder, its piston and piston-rod, meansfor admitting fluid under pressure to the second cylinder after themovement of the piston in the first cylinder has begun, a lever systemconnecting the piston of the second cylinder with the brake-rigging, anajustable fulcrum for said lever system comprising a locking deviceoperating to fix the fulcrum during the outward movement of the secondpiston, and means operated by the return movement of the second pistonto trip said locking device.

2. In a fluid-pressure brake system, the combination with the mainbrake-cylinder, its piston and piston-rod, brake-rigging and triplevalve, of a second auxiliary cylinder, its piston and pist onrod, meansfor admitting fluid under pressure to the second cylinder after themovement of the piston in the first cylinder has begun, a lever systemconnecting the piston of the second cylinder with the brake-rigging, anadjustable fulcrum for said lever system comprising a frictionclutchoperating to fix the fulcrum during the outward movement of the secondpiston, and means operated by the return movement of the second pistonto trip said friction-clutch.

3. In a fiuid-pressure'brake system, the combination with the mainbrake-cylinder, its piston and piston-rod, brake-rigging and triplevalve, of a second auxiliary cylinder, its piston and piston-rod, meansfor admitting fluid under pressure to the second cylinder after themovement of the piston in the first cylinder has begun, a lever systemconnecting the piston of the second cylinder with the brake-rigging, anadjustable fulcrum for said lever system comprising a frictionclutchoperating to fix the fulcrum during the outward movement of the secondpiston, and means operated by the return movement of the second pistonto trip said friction-clutch, said last-mentioned means comprising aconnection from the second piston to the tail of the friction-clutchdog.

4. In a fluid-pressure brake system, the combination with the mainbrake-cylinder, its piston and piston-rod, brake-rigging and triplevalve, of a second auxiliary cylinder, its piston and piston-rod, meansfor admitting fluid under pressure to the second cylinder after themovement of the piston in the first cylinder has begun, a lever pivotedat one end to the second piston and at an intermediate point of itslength to the first piston, a rod pivoted to the other end of saidlever, a clutch mounted on a fixed base, and cooperating with said rodto normally prevent motion of the same toward the cylinders, and meansfor tripping said clutch.

5. In a fluid-pressure brake system, the combination with the mainbrakecylinder, its piston and piston-rod, brake-rigging and triplevalve, of a second auxiliary cylinder, its piston and piston-rod, meansfor admitting fluid under pressure to the second cylinder after themovement of the piston in the first cylinder has begun, a lever pivotedat one end to the second piston, and at an intermediate point ofitslength to the first piston, a rod pivoted to the other end of saidlever, a clutch mounted on afixed base, and cooperating with said rod tonormally prevent motion of the same toward the cylinders, and means fortripping said clutch, said lastmentioned means comprising a connectionfrom said clutch to the piston-rod of the second cylinder.

6. In a fluid-pressure brake system, the combination with the mainbrake-cylinder, its piston and piston-rod, brake-rigging and triplevalve, of a second auxiliary cylinder, its piston and pistonrod, meansfor admitting fluid under pressure to the second cylinder after themovement of the piston in the first cylinder has begun, a lever pivotedat one end to the second piston and at an intermediate point of itslength to the first piston, a rod pivoted to the other end of saidlever, a friction-clutch mounted on a fixed base, and

cooperating with said rod to normally prevent motion of the same towardthe cylinders, and means for tripping said frictionclutch.

7. In a fluid-pressure brake system, the

combination with the main brake-cylinder,

its piston and piston-rod, brake-rigging and triple valve, of a secondauxiliary cylinder, its piston and piston-rod, means for admitting fiuidunder pressure to the second cylinder after the movement of the pistonin the first cylinder has begun, a lever pivoted at one end to thesecond piston and at an inter mediate point of its length to the firstpiston, a rod pivoted to the other end of said lever, a friction-clutchmounted on a fixed base, and cooperating with said rod to normallyprevent motion of the same toward the cylinders, and means for trippingsaid frictionclutch, said clutch comprising a pivoted dog having aperforation at one side of the pivot through which the above-mentionedrod passes.

8. In a fluid-pressure brake system, the combination with the mainbrake-cylinder, its piston and piston-rod, brake-rigging and triplevalve, of a second auxiliary cylinder, its piston and pistonrod, meansfor admitting fluid under pressure to the second cylinder after themovement of the piston in the first cylinder has begun, a lever pivotedat one end to the second piston and at an intermediate point of itslength to the first piston, a rod pivoted to the other end of saidlever, a friction-clutch mounted on a fixed base, and cooperating withsaid rod to normally pre vent motion of the same toward the cylinders,and means for tripping said frictionclutch, said clutch comprising apivoted dog having a perforation at one side of the pivot through whichthe above-mentioned rod passes and said tripping means comprising aloose connection from the other end of said dog to the second piston.

Signed at New York, N. Y., this 23d day of May, 1906.

WILLIAM HENRY SAUVAGE.

Witnesses:

A. PARKER-SMITH, M. G. CRAWFORD.

